Double dump-cart.



PATENTED JUNE 30, 1903- T. SUNDERLAND. DOUBLE DUMP CART.

APPLICATION FILED MAR. 28, 1903 UNITED STATES Patented 11116 30, 1903.

PATENT OFFICE.

DOUBLE DUMP-CART.

SPECIFICATION forming part of Letters Patent No. 732,324, dated June 30, 1903.

Application filed March 28, 1903. Serial No.149 978. (No model.)

[0 all whom, it may concern:

Be it known that I, THOMAS SUNDERLAND, a citizen of the United States, residing at Waterbury, in the county of New Haven and State of Connecticut, have invented certain new and useful Improvements in Double Dump-Carts, of which the following is aspecification.

The general object of this invention'is to provide a four-wheeled wagon which may be dumped with practically little more trouble than is encountered in dumping a two-Wheeled cart. With this object in view the wheels are made to support a strong frame upon which the Wagon-body may slide rearwardly and at the rear of which-it may be tilted to discharge its load. Nearly over the rear axle the upper side of the frame is cut away to form a runway for a roller, which projects slightly above the plane of the frame to receive the wagon-body and moves back and forth along its run way in rolling contact therewith and with the wagon-body, which it supports.

In the accompanying drawings, Figure l is a side elevation of the principal part of the apparatus. Fig. 2 is a partial plan view. Figs. 3 and 4 are detail views.

In the figures, A represents a heavy horizontal frame supported by the usual four wheels and having its forwardly-converging side bars cut away above at their rear ends to a depth approximately equal to the diameter of aroller which is to move back and forth along the runway thus formed. The central and end portions of the roller are diminished in diameter, leaving portions B, which travel on the frame, connected by a shaft 0. Bars D, rigidly fixed to the frame, lie just above the path of the shaft 0 and prevent it from moving away from the frame, and these bars are bent down across that path at the rear of the frame to limit the rearward movement of the roller. In like manner bars E, fixed to the wagon-body, lie just belowthe path of the shaft and prevent the body from leaving the roller, while the curved ends of these bars cross the path of the shaft and limit the movement of the body with respect to the roller. Plates F protect the surfaces over which the roller passes, and each has a flange F, which projects into a corresponding groove in the roller and prevents lateral movement of the body and longitudinal movement of the shaft. When the body is moved forward to its most advanced position, the shaft 0 is near the rear ends of the bars E and the roller is near the front end of its runway; but when, the body is pushed rearward the roller travels rearward until arrested by the curved rear portion of the bars D, and meantime the body moves rearward on the roller until the shaft 0 is caught by the front parts of the bars E and this motion is also arrested. The body is now practically balanced upon the roller, upon the axis of which it may be easily tilted over the rear end of the frame to dump the load.

The proportion of the load borne by the front wheels depends, of course, upon how far the body moves forward from the balancing-point; but whatever the excess of weight in front of the rear axle it is advantageous to have the front end of the body provided with rollers G in position to run upon the frame until the rearward movement is arrested in the manner set forth, and to prevent lateral displacement of this front portion of the body guides II project downward from the body upon each side-of the frame in position to move back and forth along the sides of the frame, which is provided with blocks 'I, having parallel outer faces when, as in the form shown, the side bars of the frame are convergent.

The body of the wagon is forced rearward by a cam-arm J, fixed to a rock-shaft K, mounted upon a cross-bar L of the frame and rocked by a hand-lever M at the end of the shaft. As the shaft rocks rearward the cam presses against a friction-wheel N upon the middle of the front of the body. A link 0 carries a'roller P, normally held in contact with the front or lower side of the cam-arm by a springQ. When the body has been forced to the rear limit of its path, tension will have been removed from the spring and the rollers N and P will be held in p sition to leave the cam-arm and to return to the same relative position as the body is tilted and restored to position. When the body is in its normal or advanced position, the camarm curves forward over the roller P and prevents the rising of the front end of the body,

and at the same time the lever is locked to the body by suitable devices, shown in this instance as a staple R, passing through the lever and engaged by a latch S.

Evidently the roller may be made up of distinct rollers connected by ashaft, if desired, and quite as obviously the construction set forth need not be exactly followed in all other particulars. I therefore Wish to claim my invention in such manner as to cover not only the form shown, but all variations fairly within the scope of my invention.

What I claim is- 1. In a dumping-wagon, the combination with a wheel-supported frame and a body above the frame, of a roller interposed between the two to support the body and free to travel bodily with respect to each, and means for forcing the wagon-body rearward.

2. In a dumping-wagon, the combination with a wheel-supported frame and a wagonbody supported by the frame, of a roller interposed between the frame and body to support the latter, and free to travel bodily with respect to each, and means for arresting the rearward motion of the roller when it reaches approximately the rear end of the frame.

3. In a dumping-wagon, the combination with a wheel-supported frame and a wagonbody supported by the frame, of a roller interposed between the frame and body to support the latter, and free to travel bodily with respect to each, and means for arresting the rearward movement of the body upon the roller when the middle of the bodyreaches a point above the axis of the roller.

4. In a dumping-wagon, the combination with a wheel-supported frame, of a roller arranged to travel bodily along the frame, a

wagon-body resting upon said roller and free to travel bodily with reference thereto, means for arresting the bodily movement of the roller along the frame when it reaches a predetermined point in its path, and means for arresting the travel of the body when it has moved through a predetermined distance with reference to the roller.

5. In a dumpingwagon, the combination with a wheel-supported frame and a loose roller mounted to travel thereon forward and back from the rear end of the frame, of a sliding Wagon-body resting upon the roller, and arranged to travel bodily with reference thereto, means for preventing lateral movement of the body, means for holding the roller upon said frame, and means for preventing the body from leaving the roller.

6. In a dumping-wagon, the combination with a wheel-supported frame and a wagonbody mounted thereon to slide from front to rear, of a hand-lever arranged to force the body rearward along said frame and disengage it when it reaches a predetermined point.

7. In a dumping-wagon, the combination with the wheel-supported frame and the roller at the rear of the frame, of the wagon-body resting upon said roller, means for preventing lateral displacement of the body, the rockshaft in front of the body, the cam borne by the rock-shaft, the lever for rocking the rockshaft, and means for locking the lever.

In testimony whereof I have signed my name to this specification in presence of two witnesses.

THOMAS SUNDERLAND.

WVitnesses:

SAMUEL L. HODGES, F. B. NICHOLS. 

